WO2014129225A1 - 内燃機関の制御装置および制御方法 - Google Patents
内燃機関の制御装置および制御方法 Download PDFInfo
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- WO2014129225A1 WO2014129225A1 PCT/JP2014/050287 JP2014050287W WO2014129225A1 WO 2014129225 A1 WO2014129225 A1 WO 2014129225A1 JP 2014050287 W JP2014050287 W JP 2014050287W WO 2014129225 A1 WO2014129225 A1 WO 2014129225A1
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- compression ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
- F02D41/345—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/06—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits the electric spark triggered by engine working cylinder compression
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an internal combustion engine that directly injects fuel into a combustion chamber and ignites a generated air-fuel mixture with an ignition plug, and more particularly to a control device and a control method for an internal combustion engine having a variable compression ratio mechanism.
- variable compression ratio mechanisms that change the mechanical compression ratio of an internal combustion engine have been known.
- the applicants have proposed a number of variable compression ratio mechanisms in which the piston top dead center position is displaced up and down by changing the link geometry of a multi-link piston crank mechanism.
- a variable compression ratio mechanism is also known in which the mechanical compression ratio is similarly changed by displacing the cylinder position up and down with respect to the center position of the crankshaft.
- a direct-injection spark ignition internal combustion engine in which a fuel injection valve is disposed facing the combustion chamber and fuel is directly injected into the cylinder is known.
- fuel injection is performed during the intake stroke, particularly when homogeneous combustion is performed in a high load region or the like. Since the fuel injection period set during the intake stroke is based on the real time proportional to the fuel injection amount, the crank angle becomes longer at higher speeds and loads, and the fuel injection valve injection rate (unit time) If the per unit injection amount is small, fuel injection does not end until after the intake bottom dead center in the high speed and high load range, and fuel vaporization and mixing deteriorate.
- Japanese Patent Laid-Open No. 2004-228561 addresses such problems by providing a difference in the lift characteristics of a pair of intake valves in a high-speed and high-load region and generating swirl to promote fuel vaporization and mixing.
- Patent Document 1 discloses an example in which the fuel injection start timing in the high load region is just the exhaust top dead center (also referred to as intake top dead center).
- the exhaust top dead center also referred to as intake top dead center.
- the present invention is to cope with a relatively long injection period in a high load region with an approach different from the vaporization / mixing promotion as in Patent Document 1 and to set the injection rate of the fuel injection valve to be relatively small. With the goal.
- the present invention includes a variable compression ratio mechanism that varies a mechanical compression ratio by changing a relative positional relationship between a piston and a cylinder, and a fuel injection valve that directly injects fuel into a combustion chamber.
- An internal combustion engine control device comprising: At least in the engine high load range including full open, the compression ratio is controlled to a low compression ratio, and the fuel injection start timing is set before the exhaust top dead center so that the fuel injection period crosses the exhaust top dead center.
- variable compression ratio mechanism comprises a multi-link type piston crank mechanism, and the link is increased so that the piston ascending speed near the top dead center is smaller than that of a single link type piston crank mechanism of the same stroke. Geometry is set.
- the compression ratio by the variable compression ratio mechanism is a low compression ratio, so the piston position (position relative to the cylinder) at the top dead center is Lower than at the time of high compression ratio. That is, the distance between the fuel injection valve arranged on the cylinder side and the piston crown surface is increased as compared with the high compression ratio. For this reason, when fuel is injected from the fuel injection valve in the vicinity of the exhaust top dead center, collision and adhesion to the piston crown surface are suppressed.
- variable compression ratio mechanism when a multi-link type piston crank mechanism having a small piston rising speed near the top dead center is used as the variable compression ratio mechanism, the relative speed of the piston with respect to the spray becomes small. The collision is further mitigated, which is more advantageous in terms of smoke suppression.
- the present invention it is possible to allow a relatively long injection period without excessively delaying the fuel injection end time when the load is high, and it is possible to use a fuel injection valve having a small injection rate.
- FIG. 1 shows a system configuration of an automotive internal combustion engine 1 to which the present invention is applied.
- the internal combustion engine 1 is a direct injection spark ignition internal combustion engine with a four-stroke cycle turbocharger equipped with a variable compression ratio mechanism 2 using, for example, a multi-link type piston crank mechanism.
- a pair of intake valves 4 and a pair of exhaust valves 5 are disposed on the ceiling wall of the engine, and an ignition plug 6 is disposed in the center surrounded by the intake valves 4 and the exhaust valves 5.
- a fuel injection valve 8 that directly injects fuel into the combustion chamber 3 is disposed below the intake port 7 that is opened and closed by the intake valve 4.
- the fuel injection valve 8 is an electromagnetic or piezoelectric injection valve that opens when a drive pulse signal is applied, and injects an amount of fuel substantially proportional to the pulse width of the drive pulse signal. .
- the fuel injection valve 8 is disposed so as to inject the fuel obliquely downward.
- An electronically controlled throttle valve 19 whose opening degree is controlled by a control signal from the engine controller 9 is interposed on the upstream side of the collector portion 18a of the intake passage 18 connected to the intake port 7, and further upstream thereof.
- a turbocharger compressor 20 On the side, a turbocharger compressor 20 is arranged.
- An air flow meter 10 that detects the intake air amount is disposed upstream of the compressor 20.
- the exhaust valve 5 includes an exhaust-side variable valve mechanism 41 that can variably control the opening / closing timing of the exhaust valve 5.
- the variable valve mechanism 41 may be capable of independently changing the opening timing and the closing timing, or may be configured to delay the opening timing and the closing timing simultaneously. In this embodiment, the latter type is used in which the phase of the exhaust camshaft 42 relative to the crankshaft 21 is delayed. Further, the intake valve 4 may be provided with a similar variable valve mechanism.
- a catalyst device 13 made of a three-way catalyst is interposed in the exhaust passage 12 connected to the exhaust port 11, and an air-fuel ratio sensor 14 for detecting the air-fuel ratio is disposed upstream thereof.
- the engine controller 9 includes a crank angle sensor 15 for detecting the engine speed, a water temperature sensor 16 for detecting the coolant temperature, and an accelerator pedal operated by the driver. Detection signals of sensors such as an accelerator opening sensor 17 that detects the amount of depression of the vehicle are input. Based on these detection signals, the engine controller 9 optimally controls the fuel injection amount and injection timing by the fuel injection valve 8, the ignition timing by the spark plug 6, the opening of the throttle valve 19, the opening and closing timing of the exhaust valve 5, and the like. is doing.
- the injection amount of the fuel injection valve 8 is controlled with the theoretical air-fuel ratio as a target by known air-fuel ratio feedback control based on the detection signal of the air-fuel ratio sensor 14 except for a part of the operation region. That is, an air-fuel ratio feedback correction coefficient ⁇ is calculated based on the detection signal of the air-fuel ratio sensor 14, and the fuel injection amount to be injected from the fuel injection valve 8 by multiplying the basic fuel injection amount by this air-fuel ratio feedback correction coefficient ⁇ . Is required.
- variable compression ratio mechanism 2 uses a known multi-link type piston crank mechanism described in Japanese Patent Application Laid-Open No. 2004-116434 and the like, and is rotatably supported by the crank pin 21a of the crankshaft 21.
- the link 27 and a control shaft 28 that pivotally supports the other end of the control link 27 are mainly configured.
- the crankshaft 21 and the control shaft 28 are rotatably supported in a crankcase below the cylinder block 29 via a bearing structure (not shown).
- the control shaft 28 has an eccentric shaft portion 28a whose position changes with the rotation of the control shaft 28. Specifically, the end portion of the control link 27 is rotatably fitted to the eccentric shaft portion 28a. Match. In the variable compression ratio mechanism 2 described above, the top dead center position of the piston 24 is displaced up and down with the rotation of the control shaft 28, so that the mechanical compression ratio changes.
- an electric motor 31 having a rotation center axis parallel to the crankshaft 21 is disposed below the cylinder block 29.
- a reduction gear 32 is connected so as to be arranged in series in the direction.
- the speed reducer 32 for example, a wave gear mechanism having a large speed reduction ratio is used, and the speed reducer output shaft 32 a is positioned coaxially with the output shaft (not shown) of the electric motor 31. Accordingly, the speed reducer output shaft 32a and the control shaft 28 are positioned in parallel with each other, and the first arm 33 and the control shaft 28 fixed to the speed reducer output shaft 32a are connected to each other so that both of them rotate in conjunction with each other.
- the fixed second arm 34 is connected to each other by an intermediate link 35.
- the link mechanism can also be configured to rotate in the opposite direction.
- the target compression ratio of the variable compression ratio mechanism 2 is set in the engine controller 9 based on engine operating conditions (for example, required load and engine speed), and the electric motor 31 is driven so as to realize this target compression ratio. Be controlled.
- FIG. 2 is a flowchart showing a control flow of the present embodiment that is repeatedly executed at predetermined time intervals during operation of the internal combustion engine 1 in the engine controller 9.
- step 1 the intake air amount Qa and the rotational speed Ne are read.
- the intake air amount Qa is a detected value of the air flow meter 10, and the rotational speed Ne is sequentially calculated from the detection signal of the crank angle sensor 15.
- step 2 the basic fuel injection pulse width Tp corresponding to the basic fuel injection amount is calculated from the intake air amount Qa, the rotational speed Ne, and the predetermined coefficient K.
- the basic fuel injection pulse width Tp is a drive pulse width of the fuel injection valve 8 corresponding to the fuel injection amount at which the air-fuel ratio becomes the stoichiometric air-fuel ratio.
- step 3 the above-described air-fuel ratio feedback correction coefficient ⁇ is calculated or set.
- the air-fuel ratio feedback correction coefficient ⁇ for making the air-fuel ratio the stoichiometric air-fuel ratio is calculated based on the detection signal of the air-fuel ratio sensor 14.
- the air-fuel ratio feedback control condition is not satisfied, the open-loop control is performed, so the air-fuel ratio feedback correction coefficient ⁇ is set to 1.
- step 4 the target equivalence ratio TFBYA required for open-loop control of the air-fuel ratio is calculated or set.
- the target equivalent ratio TFBYA is fixedly set to 1.
- a value larger than 1 is set in order to perform a necessary fuel increase. For example, in a high load range in which open loop control is performed, a target equivalent ratio TFBYA larger than 1 is set based on the intake air amount Qa and the rotational speed Ne.
- step 5 the fuel injection pulse width Ti is calculated by multiplying the basic fuel injection pulse width Tp by the target equivalent ratio TFBYA and the air-fuel ratio feedback correction coefficient ⁇ .
- an injection valve opening drive signal corresponding to this fuel injection pulse width Ti is sent to the fuel injection valve 8 of each cylinder at an injection timing described later, so that the fuel injection pulse width Ti is substantially reduced.
- a proportional amount of fuel is injected into each cylinder. Note that the basic fuel injection pulse width Tp and the fuel injection pulse width Ti are both real-time based values.
- the target compression ratio t ⁇ is calculated based on the intake air amount Qa and the rotational speed Ne. Specifically, from the control map to which the target compression ratio t ⁇ is assigned using the intake air amount Qa corresponding to the load and the rotation speed Ne as parameters, values corresponding to the intake air amount Qa and the rotation speed Ne at that time are obtained. Look up.
- the target compression ratio t ⁇ is a mechanical compression ratio that does not cause knocking under the corresponding intake air amount Qa (load) and rotational speed Ne, and has the best thermal efficiency, and is previously adapted by experiment. Basically, the target compression ratio t ⁇ is set higher on the low load side, and the higher the load is, the lower the target compression ratio t ⁇ is restricted by knocking.
- step 7 the fuel injection start timing IT is calculated based on the intake air amount Qa and the rotational speed Ne. Specifically, from the control map in which the fuel injection start timing IT is assigned using the intake air amount Qa corresponding to the load and the rotational speed Ne as parameters, values corresponding to the intake air amount Qa and the rotational speed Ne at that time. Look up. As will be described later, the value of the control map is optimized in consideration of securing the time required for vaporizing and mixing the injected fuel and avoiding the occurrence of smoke due to the collision of the spray with the piston 24. In the low and medium load range, the fuel injection start timing IT is set during the intake stroke.
- the fuel injection start timing IT is late in the exhaust stroke so that the fuel injection period crosses the exhaust top dead center. It is set on the advance side of the exhaust top dead center.
- the fuel injection start timing IT is set to the late stage of the compression stroke in the corresponding operation range. Become.
- step 8 the exhaust valve closing timing EVC is calculated based on the intake air amount Qa and the rotational speed Ne.
- the value corresponding to the intake air amount Qa and the rotational speed Ne at that time is looked up from the control map to which the exhaust valve closing timing EVC is assigned with the intake air amount Qa corresponding to the load and the rotational speed Ne as parameters. .
- the value of the control map is set in consideration of the fuel injection start timing IT at least in the high load region, and the fuel injected near the top dead center blows through the exhaust valve 5 to the exhaust port 11 side. Therefore, the exhaust valve closing timing EVC is also a value on the advance side of the exhaust top dead center.
- the exhaust side variable valve mechanism 41 is controlled so as to realize this exhaust valve closing timing EVC.
- FIG. 3 shows the characteristic of the position of the piston 24 with respect to the crank angle, that is, the piston stroke.
- the characteristic a is obtained when the variable compression ratio mechanism 2 is in a high compression ratio (for example, the highest controllable compression ratio).
- the piston stroke characteristic and characteristic b are piston stroke characteristics when the variable compression ratio mechanism 2 is in a low compression ratio (for example, the lowest controllable compression ratio).
- the characteristic c shows, as a reference example, the piston stroke characteristic of a fixed compression ratio engine provided with a general single link type piston crank mechanism.
- the variable compression ratio mechanism 2 of the embodiment is in a high compression ratio control state. The characteristics of a fixed compression ratio engine having the same mechanical compression ratio and stroke as at one time are shown.
- the crank angle period during which fuel can be injected at high loads is a smoke limit that limits the fuel injection start timing and a vaporization / mixing limit that limits the fuel injection end timing. And determined by.
- the crank angle indicated as Lim1 slightly retarded from the exhaust top dead center is the smoke limit.
- the distance between the tip injection hole of the fuel injection valve 8 and the crown surface of the piston 24 becomes very short, and the injected fuel spray immediately collides with the crown surface of the piston 24 and the crown surface and its surroundings. Because it adheres to the combustion chamber wall surface in a liquid state, smoke increases.
- the vaporization / mixing limit shown as Lim2 in the figure is a limit determined to secure the time required for vaporization / mixing of the injected fuel spray, and is generally slightly retarded from the intake bottom dead center. Become. If fuel injection continues until later than this, it is not preferable because sufficient vaporization and mixing cannot be performed. Therefore, as shown as “conventional injectable crank period” in the figure, in a general single link type piston crank mechanism, from Lim 1 on the retard side to exhaust top dead center to Lim 2 after intake bottom dead center Within the period T1, the fuel injection needs to start and end.
- the length of the injection period depends on the injection rate of the fuel injection valve 8 (injection amount per unit time). Therefore, if an amount of fuel necessary for high load is injected within the relatively short period T1, the injection rate is increased accordingly. Large fuel injection valve 8 is required. On the other hand, in the fuel injection valve 8 having a large injection rate as described above, the injection pulse width when performing a small amount of fuel injection, such as at the time of idling or divided injection, becomes short, and the measurement accuracy decreases.
- the position of the piston 24 near the exhaust top dead center in the high compression ratio control state (characteristic a).
- the low compression ratio control state (characteristic b)
- the position of the piston 24 near the exhaust top dead center becomes low, and the fuel injection valve 8 and the crown surface of the piston 24 (The amount of enlargement is indicated by the symbol H in the figure). Therefore, even if fuel injection is performed near the exhaust top dead center, the occurrence of smoke due to the collision of the spray on the crown surface of the piston 24 is relatively mitigated, and the smoke limit is shown as Lim3 in the figure. More advanced than dead center.
- the crank period during which injection is possible is the period T2 from Lim3 to Lim2, which is longer than the period T1 in the case of a fixed compression ratio engine. .
- the target compression ratio t ⁇ of the variable compression ratio mechanism 2 is at or near the minimum compression ratio (the lowest controllable compression ratio), and at the same time the fuel injection start timing IT is set to an advance side from the exhaust top dead center in consideration of the smoke limit Lim3. That is, the fuel injection period is set across the exhaust top dead center. Therefore, even if the fuel injection valve 8 has a relatively small injection rate, it becomes possible to inject fuel required for full opening within the period T2 shown in FIG. 3, resulting in deterioration of smoke and deterioration of vaporization / mixing. There is nothing to do. Moreover, if the fuel injection valve 8 with a small injection rate is used, the measurement accuracy in the case of a small amount of fuel injection will improve.
- variable compression ratio mechanism 2 using the multi-link type piston crank mechanism of the above-described embodiment has a rising speed of the piston 24 near the top dead center, in particular, compared with the characteristic c by the single link type piston crank mechanism.
- the link geometry is set to be smaller. That is, the gradient near the top dead center of characteristics a and b is gentler than the gradient of characteristic c. Further, the ascending speed of the piston 24 near the top dead center in the low compression ratio control state is smaller than the ascent speed of the piston 24 in the high compression ratio control state. That is, the gradient near the top dead center of the characteristic b is slightly gentler than the gradient of the characteristic a.
- the exhaust valve closing timing is used to prevent the fuel from being blown into the exhaust port 11 as described in step 8 described above.
- the EVC is advanced from the exhaust top dead center corresponding to the fuel injection start timing IT.
- the exhaust valve 5 is closed while the gas is flowing out through the exhaust valve 5 at a high speed.
- the ascending speed of the piston 24 in the first half of the ascending stroke (exhaust stroke) of the piston 24 is larger than that in the characteristic c, and more gas flows out in the first half of the exhaust stroke.
- the exhaust valve 5 is closed when the outflow is weakened. Therefore, the disadvantages associated with closing the exhaust valve 5 early are relatively reduced.
- variable compression ratio mechanism 2 that changes the compression ratio by moving the top dead center position of the piston 24 up and down is used, but the variable compression ratio of the type that moves the cylinder side up and down is used.
- the present invention can be similarly applied to the mechanism.
- the fuel injection start timing IT is preferentially determined according to the engine operating conditions. Therefore, the fuel injection end timing is determined by the fuel injection start timing IT and the fuel injection period (fuel injection period). However, instead of such processing, the fuel injection end timing is preferentially determined, and the fuel injection start timing IT is obtained by subtracting the required fuel injection period converted to the crank angle. You may do it. Also in this case, the fuel injection start timing IT is given to the advance side of the exhaust top dead center in a predetermined high load region including the fully open condition.
- the target compression ratio of the variable compression ratio mechanism 2 is basically set so that the higher the load, the lower the compression ratio in order to avoid knocking.
- the target compression ratio may be set to a value lower than the knocking limit.
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Abstract
Description
少なくとも全開を含む機関高負荷域において、圧縮比を低圧縮比に制御するとともに、燃料噴射期間が排気上死点をまたぐように燃料噴射開始時期を排気上死点前とする。
Claims (5)
- ピストンとシリンダとの相対的位置関係を変化させることにより機械的な圧縮比を可変とする可変圧縮比機構を備えるとともに、燃焼室内に燃料を直接に噴射する燃料噴射弁を備えてなる内燃機関の制御装置であって、
少なくとも全開を含む機関高負荷域において、圧縮比を低圧縮比に制御するとともに、燃料噴射期間が排気上死点をまたぐように燃料噴射開始時期を排気上死点前とする、内燃機関の制御装置。 - 上記可変圧縮比機構は、複リンク式ピストンクランク機構からなり、かつ同一行程の単リンク式ピストンクランク機構に比較して上死点付近でのピストン上昇速度が小さくなるように、リンクジオメトリが設定されている、請求項1に記載の内燃機関の制御装置。
- 上記可変圧縮比機構は、複リンク式ピストンクランク機構からなり、かつ低圧縮比に設定した状態での上死点付近でのピストン上昇速度が、高圧縮比に設定した状態のときに比べて小さくなるように、リンクジオメトリが設定されている、請求項1または2に記載の内燃機関の制御装置。
- 機関高負荷域において排気上死点前となった燃料噴射開始時期に対応して、排気弁閉時期を排気上死点前に進角させる、請求項1~3のいずれかに記載の内燃機関の制御装置。
- ピストンとシリンダとの相対的位置関係を変化させることにより機械的な圧縮比を可変とする可変圧縮比機構を備えるとともに、燃焼室内に燃料を直接に噴射する燃料噴射弁を備えてなる内燃機関において、
少なくとも全開を含む機関高負荷域において、圧縮比を低圧縮比に制御するとともに、燃料噴射期間が排気上死点をまたぐように燃料噴射開始時期を排気上死点前とする、内燃機関の制御方法。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480007871.4A CN105189978B (zh) | 2013-02-22 | 2014-01-10 | 内燃机的控制装置以及控制方法 |
EP14754089.2A EP2960471B1 (en) | 2013-02-22 | 2014-01-10 | Device and method for controlling internal combustion engine |
MX2015010514A MX359092B (es) | 2013-02-22 | 2014-01-10 | Dispositivo y metodo para controlar motor de combustion interna. |
RU2015134362A RU2659864C2 (ru) | 2013-02-22 | 2014-01-10 | Устройство и способ для управления двигателем внутреннего сгорания |
BR112015019953-4A BR112015019953B1 (pt) | 2013-02-22 | 2014-01-10 | Dispositivo e método para controlar motor de combustão interna |
US14/768,279 US9909520B2 (en) | 2013-02-22 | 2014-01-10 | Device and method for controlling internal combustion engine |
JP2015501355A JP5971396B2 (ja) | 2013-02-22 | 2014-01-10 | 内燃機関の制御装置および制御方法 |
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EP (1) | EP2960471B1 (ja) |
JP (1) | JP5971396B2 (ja) |
CN (1) | CN105189978B (ja) |
BR (1) | BR112015019953B1 (ja) |
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US20150252736A1 (en) * | 2013-03-07 | 2015-09-10 | Hitachi Automotive Systems, Ltd. | Engine control device and control method |
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EP3516195A4 (en) * | 2016-09-26 | 2020-11-18 | Ethanol Boosting Systems LLC | GASOLINE PARTICLE REDUCTION USING AN OPTIMIZED FUEL INJECTION SYSTEM IN AN INTAKE AND DIRECT INJECTION DUCT |
JP6424882B2 (ja) * | 2016-11-29 | 2018-11-21 | トヨタ自動車株式会社 | 可変圧縮比内燃機関 |
JP6597699B2 (ja) * | 2017-04-11 | 2019-10-30 | トヨタ自動車株式会社 | 内燃機関 |
CN112832874B (zh) * | 2020-05-09 | 2022-03-25 | 长城汽车股份有限公司 | 喷嘴环位置自学习方法、喷嘴环开度的确定方法及装置 |
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Also Published As
Publication number | Publication date |
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JP5971396B2 (ja) | 2016-08-17 |
US9909520B2 (en) | 2018-03-06 |
CN105189978B (zh) | 2018-06-22 |
EP2960471B1 (en) | 2020-12-23 |
BR112015019953A2 (pt) | 2017-07-18 |
MX359092B (es) | 2018-09-14 |
EP2960471A4 (en) | 2016-07-13 |
JPWO2014129225A1 (ja) | 2017-02-02 |
EP2960471A1 (en) | 2015-12-30 |
US20150377175A1 (en) | 2015-12-31 |
RU2659864C2 (ru) | 2018-07-04 |
MX2015010514A (es) | 2015-10-26 |
BR112015019953B1 (pt) | 2022-03-29 |
CN105189978A (zh) | 2015-12-23 |
RU2015134362A (ru) | 2017-03-30 |
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